Exhaust system with secondary performance respective torque control/regulation

ABSTRACT

An exhaust gas device to control, respectively regulates the torque, respectively the performance/power output of a combustion engine includes at least one primary and one secondary flow routing, for gases coming from the combustion engine. The flow routings are designed, to optimize the torque and or the performance/power output of the combustion engine, depending on existing operating parameters. A control element to control respectively regulate the exhaust gas through at least one flow routing.

The present invention concerns an exhaust gas system for combustion systems or rather combustion engines of vehicles, like motorcycles, cars, motor boats/ships, airplanes, quads, three wheelers and especially for motorcycle mufflers. The exhaust gas system features at least a torque control/regulation. The preferred location of this exhaust gas system is within a muffler.

Up to date exhaust gas systems like motorcycle mufflers are normally designed with a single exhaust gas route. Furthermore there are exhaust gas cleaning systems available with one routing for the exhaust gas and an alternative or additional routing, in case that the exhaust gas system is overloaded or nonworking.

In addition to that GB 293 236 provides a muffler with a throttle valve within the exhaust gas routing, to divert the exhaust gas on an offset course, around the throttle valve, when operated. The throttle valve is actuated through a foot pedal or a Bowden cable.

The European patent EP 0895562 B1 concerns an exhaust system for combustion systems with a control system to regulate the dampening characteristic of the exhaust system, where different exhaust gas routings, with considerable different dampening characteristics are provided and the control system distributes the exhaust gas selectively to the different exhaust gas routings. The control value in this case is an acoustic dampening characteristic (audio peak level and volume), accepting high impact/dynamic pressures and according performance and torque attrition. This is mainly achieved by routing the exhaust gas on an offset course or through perforated disks. Due to a relatively high total pressure resistance, it is not possible for the exhaust gas to slacken fast enough.

The invention is based on the object to provide an improved exhaust gas system and an improved method for the exhaust gas routing. Especially compared to the presently existing state of the art, is the control value of this invention, the torque respectively the performance of an engine.

This object will be achieved by the claims.

The invention has the distinct advantage to control and improve the performance and the torque, if applicable, the sound, of a vehicle with combustion engine, in a simple and effective way. The invention is preferably operated within a motorcycle or car muffler, especially vehicles with a high performance/power density, and is able to even more improve the torque respectively the performance, with rather simple features. With this invention, and for example a suitable engine control system, it is even possible to reduce the fuel consumption. The invention is based on the thought that for an engine's different loads, RPM, gas mixtures, and so on, there is always an according exhaust gas condition.

The muffler contains a dynamic pressure adjustment system, using a throttle valve to change the flow resistance of the incoming combustion gases, respectively to guide them through one or more routings. Preferred is the use of routings with different lengths, as well as relatively long, respectively prolonged gas flow routings, to enable the exhaust gas to slacken expeditiously and quickly reduce the back pressure.

The actuation of the system can be chosen and directly operated by the driver of the vehicle individually, either by a switch, a push button or a foot peg and so on. A device to monitor the RPM, loads, and or velocity, is additionally or alternatively arranged for, in order to send signals to a control unit, which actuates a control element that influences torque, respectively the engine performance and the noise emission. It was surprisingly discovered that the torque can easily be increased with this procedure.

The dynamic pressure adjusting device (flap or throttle valve) can be variably positioned by the above described matters of control, or either by the driver, or automatically according to the necessary dynamic pressure demand, either continuously variable, or gradually, or simply filly open with little dynamic pressure, or filly closed with high dynamic pressure.

The exhaust gas dynamic pressure adjusting device of the muffler system according to this invention can be directly or indirectly actuated, for example by using Bowden cables, pull- or push rods, belts, chains, springs or a combination of the above.

In one version it is possible to actuate the system from the driver seat, especially with a running engine and while moving the vehicle.

The exhaust gas system according to the invention, has at least a primary and a secondary routing for the exhaust gas flow.

With two existing exhaust gas routings, the routing of the exhaust gases can be selected either completely through the primary routing, partially through the primary and secondary routing, or if applicable, totally through the secondary routing.

The proportion of the according amount of exhaust gases, in the different routings, can be adjusted by actuating the control unit.

If for example the exhaust gases are routed 100% through the primary routing, the dampening- and dynamic pressure characteristics of this routing affect the exhaust gas system. If a certain amount of the exhaust gases is routed through the primary routing, a dampening- and dynamic pressure characteristic is obtained which is a combination of the dampening- and dynamic pressure characteristics of both exhaust gas routings. In this way the dynamic pressure, respectively the noise level can be determined by the actuation of the control unit.

The dynamic pressure and the according noise emission of a vehicle, equipped with a exhaust system according to the invention, can in every case, according to desire or necessity, concerning dynamic pressure, associated engine performance, as well as audio peak level and volume, be adjusted, due to the fact that the exhaust gas routings are preferably within the exhaust gas system and can be operated selectively, without additional installation or demounting procedures or similar measures.

Due to the preferred option to operate the control unit remote controlled, you gain the advantage, to control the system and accordingly the dampening-, dynamic pressure characteristics and the connected engine performance, from the driver seat of the vehicle, equipped with the exhaust system according to the invention. The dampening-, dynamic pressure and/or engine performance characteristics can be influenced respectively adjusted, while driving the vehicle, without bringing the vehicle to a stop.

Preferably are both flow routings installed in a single housing. Furthermore preferred is, that the primary flow routing is a duct, mounted concentric to the housing.

It is preferred that the secondary flow routing consists of several ducts that are located outside of the primary flow routing and parallel to it, and are connected to it, upwards and downwards flow direction, with an adjusting element, similar to a throttle flap or valve. Further on preferred is that the secondary flow routing consists of 2 to 5 ducts, arranged around the primary flow routing. This arrangement has proven to be especially suitable to allow for a continuously optimized torque and engine performance throughout all conditions of exhaust gas routing and enable a very compact assembly. The preferred arrangement consists of five ducts, assembled in the above described way. With this assemble of the secondary flow routing we get the advantage of noise reduction especially due to reflection. The gas columns will be detoured in a way, that they hit each other several times, which creates the effect of noise reduction or even noise elimination, with only insignificantly higher dynamic pressure. This effect is contrary to the principle of the described system of EP 0895562 B1.

Additionally preferred is a bifurcation between the primary flow routing and the above mentioned ducts, achieved by an initial alignment of several radial holes between the primary flow routing and a primary chamber, where the open ends of the ducts reach into the primary chamber, to make the exhaust gases, with a closed valve, at the primary chamber, run through the holes (drillings) in front of the throttle valve, into the primary chamber and further on into the ducts.

Continuing preferences are, a section of a cover of the primary chamber, opposite the open ends of the ducts of the secondary routing, rounded in a way to ensure, that gases from the chamber are deflected in a way to flow towards the ends of the ducts.

Intended is a conjoined routing of the ducts and the primary flow routing, achieved by an assembly of several radial holes between the primary flow routing and the secondary chamber, where two open ends of the ducts reach into the secondary chamber, to enable exhaust gas flow from the ducts through the secondary chamber and the second array of the wholes into the primary flow routing.

Continuing preferences are, a section of a cover of the secondary chamber, opposite the open ends of the ducts of the secondary routing, rounded in a way to ensure, that gases from the second ends of the ducts are deflected in a way to ensure gas flow towards the secondary chamber. This rounded section of the chamber and the positioning of the ends of the ducts within the chambers is especially favorable to ensure a compact and performance optimized assembly. Compared to EP 0895562 B1, the exhaust gas is routed perfectly with the great advantage that the dynamic pressure is able to slacken quickly.

The desired slackening of the exhaust gases in front of the throttle flap has several special reasons. First is to mention that the distance of the first array of radial holes from the throttle flap is influencing the slackening of the gases. Fact is, the smaller this distance is, the better is the slackening. Also the dimensions of the according radial holes, the size of the primary chamber, the diameter and the length of the ducts of the secondary flow routing, the amount of the ducts reaching into the primary chamber and the distance from the duct ends to the radial holes, define the degree of slackening and can be adjusted with the system, concerning the invention, as desired.

It is preferred that the area of the first array of the radial wholes is about twice the size than the area of the second array of the radial wholes, to ensure a slackening of the exhaust gases in the section in front of the control unit.

Favored is the use of the exhaust system as an exhaust muffler, in which the flow routings are arranged. The control unit is preferably a throttle flap or valve.

This throttle flap is preferably mounted within the primary flow routing in a throttle section, rotating around its center axis, arranged in a mounting ring, where the outer diameter of the throttle flap matches the inner diameter of the throttle section of the primary flow routing. When the control element is closed, it hits a catch and can be opened up to 90° from this position.

The control element can be particularly, directly or indirectly, actuated from outside the exhaust system by the driver. Further preferred is a device to monitor the RPM, load or charge state and/or velocity is additionally or alternatively arranged for, in order to send signals to a control unit, which actuates a control element, that influences torque, respectively the engine performance. It is preferred to actuate the control element at least electromagnetically, magnetically, pneumatically, hydraulically, and/or mechanically, as well as with the use of a Bowden cable, a push or pull rod, a belt, a chain, a spring, an electric motor and or a magnetic device, or any combination of the above.

A bifurcation of the two flow routings, upwards from the control element is favorable. Preferred is at least one noise absorbing system/muffler, where the noise absorbing system incorporates noise reduction drillings/wholes and a third chamber, where the wholes reach from the primary flow routing, radial from the primary flow routing into the third chamber. It is intended that the third chamber extends from the first chamber to the second chamber. At least one of the three chambers consists of a separating plate, reaching radial away from the concentric duct to an inner cylinder.

It is preferred that the outlet section of the exhaust system is tapered over a certain range, to ensure an additional noise reduction.

Preferably is one outer cylinder that encloses the inner cylinder, either providing an air cushion and/or dampening material for thermal insulation and that merges into the outlet section.

The system concerning the invention is especially intended to be used as a motorcycle-, automobile-, quad-, or motorboat exhaust system and/or function as a pre-, primary-, secondary-, end-, bypass-muffler insert, or as an additional muffler. Furthermore it can be a muffler kit or refit kit. Materials and shapes may vary and can be chosen individually according to the intended use. For example, when using on a motorcycle, the shape can be flattened to allow more bank in turns, that can be very easily achieved due to the arrangements of the ducts in the secondary chamber. No or smaller ducts can be used around the area of the flat section, therefore, larger or narrower spaced ducts can be arranged in areas with increased diameter.

Further on it is preferred to incorporate a device to monitor several parameters of the vehicle and its engine, like, RPM, load or charge, engine temperature, manifold pressure, throttle position of the carburetor or fuel injection, velocity of the vehicle, dynamic pressure, gas mixture, ignition timing, engine management system and/or knocking sensors, inlet air temperature and/or ambient air pressure, and a memory device with control settings to operate the exhaust system according to at least one of the above parameters.

The invention concerns also an according procedure to control respectively regulate the torque respectively performance of a combustion engine equipped with an exhaust gas system.

The throttle flap is intended to be mainly closed up to ½ or preferably ¾ of the maximum RPM of the combustion engine and will be opened at higher RPM than mentioned above. With such a set up it is possible for the larger exhaust gas masses at higher RPM to slacken better and more expeditious. This system according to the invention combines the advantages of a race muffler (with open throttle flap), providing less back pressure, and the advantages of a common muffler, providing favorable noise reduction, more back pressure, at smaller dimensions, in the lower Rpm range (with closed throttle flap).

The annexed figures show examples of favored versions of the invention.

FIG. 1 shows a schematic cross section through the exhaust system, with a closed throttle flap, according to the invention and

FIG. 2 shows a schematic cross section through the exhaust system, with a partially opened throttle flap, according to the invention.

FIG. 1 shows an inlet duct 1, with a preferred centrically arranged primary flow routing respectively main exhaust pipe 2. The inlet duct 1 is connected to a combustion engine with one end (not depicted). The engine could be a 2- or 4-stroke motor of a motorcycle or a car. Other vehicles too, like in the beginning listed, could be equipped with the exhaust system concerning the invention. Exhaust gas cleaning systems like catalytic converters, sooty particle filters, secondary air systems and so on, can be installed in the inlet duct 1. The inlet duct 1 is connected to the exhaust gas system opposite of the motor adjacent end. One exhaust system concerning the invention, can be mounted on a single inlet duct, for example on engines with more than one cylinder, a exhaust gas header can be installed prior the inlet duct.

The main exhaust pipe 2 is preferably straight designed and offers a low exhaust gas flow resistance with an opened valve. With an open control valve in the primary exhaust flow routing, the design dependent flow resistance of the primary flow routing, is, compared to the secondary flow routing, relatively marginal.

A control element, respectively valve assembly 4, which is preferably designed as a throttle flap, is intended to be rotary pivoted in a centered position.

The depicted shape of the main exhaust pipe 2 (in most case round shaped), is not mandatory at all. In case of constructional demands/space required, it can be designed rectangular, oval, or any other in angular shape. Even size and length are variable, to fit special different needs like, engine displacement, RPM, 2- or 4-stroke engine and so on, where as the basic principle of the exhaust gas system stays the same, but is only to be adjusted dimensional wise to ensure optimum functionality.

Additional exhaust gas systems can be integrated into the pipe, as well as devices for noise reduction, performance enhancement, for example, funnels, deflectors, Venturi tubes or similar known devices or solutions in the area of exhaust system design.

The pipe has preferably holes/drillings, openings i. E. perforations 6, 9 partially or completely persistent, where perforation/drilling diameters and the distance of the openings, between each other can be chosen variably, to fine tune for the desired sound and torque for different situations. If using the perforated variant, the dampening system works according to the well known sound absorbing principle. For additional performance- or sound optimizing, it is possible to design the pipe funnel shaped diverging or conical converging.

If the throttle valve 4 is closed, the exhaust gas flow from the engine hits the throttle valve 4 and has to work its way through the radial holes, openings, drillings, slots and or ports 6, located in front of the throttle valve 4, into the primary chamber, where it flows through the secondary flow routings, respectively gas deflection pipes 3, parallel to the main pipe 2, into the secondary chamber, respectively deflection chamber 8, located behind the throttle valve. From there, the gases flow back to the main pipe 2, through the radial holes, openings, drillings, slots and or ports 9.

The deflection chambers 7, 8 are equipped with closing lids 7 a, 7 b, respectively 8 a, 8 b, which are preferably cambered, respectively rounded for optimum effectiveness.

The sizes of the chambers are subject to change, according to the needs, in length as well as in diameter.

The deflection pipes 3, can be round, oval or angular in shape, and completely or partially perforated. Number and length of the pipes depend on the intended usage. 1-20 pipes are possible. Preferred however are, 3-5 pipes, even more favorable are 4 pipes. Also the length of the pipes within the chambers can be adjusted as desired.

Additional devices for exhaust gas cleaning, like catalytic converters or sooty filters, as well as Venturi tubes and funnels, for sound and performance enhancement, can be integrated into the gas deflection chambers 3. If desired it is possible to design the gas deflection pipes, funnel shaped or conical converging/diverging. With the secondary flow routing, we got the muffler working according to the reflection- and absorption principle.

An additional noise dampening device 10, 11, shows noise absorption holes 10 and a third chamber 11, where the noise absorption wholes 10, extend radial from the primary flow routing 2, into the third chamber 11, which can be filled with noise absorption material, like mineral wool. The third chamber 11, extents preferably from the first chamber 7 towards the second chamber 8.

Furthermore is the outlet section 17, of the exhaust gas system, tapered, at least over a certain section (not depicted), for additional noise reduction.

It is also possible to incorporate an outer cylinder 18, that covers an inner cylinder 12, composed by the outside area of the main gas pipe 2, or a separate cylinder, with an air cushion and/or dampening material for thermal insulation, and which is connected to the outlet 17.

The invention also concerns all and any combinations of the above mentioned alternations, versions and designs. 

1. Exhaust gas device to control, respectively regulate the torque, respectively the performance/power output of a combustion engine comprising: a) at least one primary and one secondary flow routing, for gases coming from the combustion engine, where the flow routings are designed, to optimize the torque and or the performance/power output of the combustion engine, depending on existing operating parameters, and b) a control element to control respectively regulate the exhaust gas through at least one flow routing.
 2. Exhaust gas device according to claim 1, where the flow routings, are located within a common housing, and the primary flow routing basically reassembles a duct/pipe, that is mainly oriented concentric to the housing.
 3. Exhaust gas device according to claim 1, where the secondary flow routing is composed of several pipes/ducts, that are located outside of the primary flow routing and are preferably parallel to it, and which are connected with it downstream and upstream from the control element.
 4. Exhaust gas device according to claim 1, where the secondary flow routing is composed of 2 to 5 pipes/ducts, that are mainly allocated around the first flow routing.
 5. Exhaust gas device according to claim 3, where the bifurcation, between the primary flow routing and the pipes/ducts, is composed of a first array of several radial holes/drillings, between the primary flow routing and a first chamber, and where the initial open ends of the pipes/ducts, reach into the first chamber, to enable the exhaust gas to flow from the primary flow routing through the holes and the first chamber, into the pipes/ducts.
 6. Exhaust gas device according to claim 4, where the section of a cover of the first chamber, which is located opposite the open ends of the ducts, is cambered to ensure that exhaust gas, flowing from the chamber, is deducted/deflected towards the ends of the ducts.
 7. Exhaust gas device according to claim 3, where a conjunction of the ducts and the primary flow routing is achieved by a secondary array of several radial holes, between the primary flow routing and a second chamber, where two open ends of the ducts, reach into the second chamber, in order to let the exhaust gas from the ducts flow through the second chamber and the secondary array of holes, into the primary flow routing.
 8. Exhaust gas device according to claim 7, where the section of a cover of the second chamber, which is located opposite the second open ends of the ducts, is cambered to ensure that exhaust gas, flowing from the second open ends of the ducts, is deducted/deflected towards the second chamber.
 9. Exhaust gas device according to claim 7, where the area of the first array of radial wholes is about twice the size of the area, of the second array of radial wholes, to ensure a slackening of the exhaust gas in the section in front of the control unit.
 10. Exhaust gas device according to claim 1, where the exhaust gas device is an exhaust gas muffler/dampener, in which the flow routings are located.
 11. Exhaust gas device according to claim 1, where the control element is a throttle flap.
 12. Exhaust gas device according to claim 1, where the throttle flap, within the primary flow routing, in a special throttle section, is rotary pivoted mostly around its own center axis, arranged in amounting ring, where the outer diameter of the throttle flap matches the inner diameter of the throttle section of the primary flow routing.
 13. Exhaust gas device according to claim 1, where the control unit hits a catch when closed and can be opened up to 90° from the closed position.
 14. Exhaust gas device according to claim 1, where the control element can be directly or indirectly actuated from outside the exhaust gas device, by a driver, and where an additional device, to monitor Rpm, charge state, velocity, and or a composure of the gas mixture, is intended, to send signals to a control unit, which actuates the control element, respectively influences torque and/or performance/power output, according to the incoming signals.
 15. Exhaust gas device according to claim 1, where the control element can be actuated by at least one of he following means: electro-magnetically, magnetically, pneumatically, hydraulically and/or mechanically.
 16. Exhaust gas device according to claim 1, where the control element can be actuated by at least one of the following devices: a Bowden cable, a push- or pull rod, a belt, a chain, a spring, an electric motor, a vacuum cylinder and/or a magnetic device.
 17. Exhaust gas device according to claim 1, where the control element can be actuated staged or continuously by the driver.
 18. Exhaust gas device according to claim 1, where at least one bifurcation between the two flow routings is included, upstream from the control element.
 19. Exhaust gas device according to claim 1, where at least one noise dampening system is incorporated.
 20. Exhaust gas device according to claim 19, where the noise dampening/absorption system, incorporates noise dampening holes and a third chamber, and the noise dampening holes, reach from the primary flow routing, radial, into the third chamber, and the third chamber can be filled with noise absorbing material, like mineral wool.
 21. Exhaust gas device according to claim 20, where the third chamber, extends from the first chamber to the second chamber.
 22. Exhaust gas device according to claim 21, where at least one of the three chambers is formed by a separating plate, that is extending from he concentric duct to an inner cylinder, in a radial way.
 23. Exhaust gas device according to claim 1, where an outlet of the exhaust gas device, is tapered at least in one section, for additional noise reduction.
 24. Exhaust gas device according to claim 23, where an outer cylinder is incorporated, which covers an inner cylinder, featuring an air cushion and/or dampening material, for thermal insulation, and which leads into the outlet.
 25. Exhaust gas device according to claim 1, where it is designed to function as a motorcycle-, automobile-, or quad exhaust system.
 26. Exhaust gas device according to claim 1, where it is designed as a muffler kit or a refit kit.
 27. Torque control system with an exhaust system, according to claim 1, with an additional device to monitor the velocity of the vehicle, as well as operating parameters of the engine, like RPM, charge, engine temperature, manifold pressure, throttle valve position of the carburetor, back pressure, gas mixture, ignition cycles, via ignition module, engine management system or knock sensors, intake air temperature and/or ambient air pressure, and a memory device with control settings, to operate the exhaust system according to at least one of the above parameters.
 28. Method to control respectively regulate the torque, respectively performance of a combustion engine equipped with an exhaust gas device, with following steps: providing at least one primary and one secondary flow routing, for exhaust gas, where the flow routings were designed to optimize the torque and/or performance/power output, of a combustion engine, depending on operating parameters of the engine, and actuation of minimum one control element, to control respectively regulation of the exhaust gas, through at least one of the flow routings.
 29. Method according claim 28, where the throttle flap stays closed, up to about ¾ of the maximum RPM, and opens up at higher RPM, exceeding ¾ of max. RPM.
 30. Method according claim 28, where the throttle flap stays closed, up to about ½ of the maximum RPM, and opens up at higher RPM, exceeding ½ of max. RPM. 